Combustion-engine.



G. WESTINGHOUSE, DECD.

H. H. WESHNGHOUSE, c. A. TERRY & w. 0. UPTEGRAFF, EXECUTORS.

COMBUSTION ENGINE.

APPLICATION FILED JUNE 18. 1910.

Patented July 27, 1915.

IN VENTOR.

WITNESE HIS ATTORNEY IN FACT.

ED TES PATENT oFnIcE.

GEORGE WESTINGHOUSE, OF PITTSBURGH, PENNSYLVANIA; HENRY HERMAN WESTINGHOUSE, CHARLES A. TERRY, AND WALTER D. UlTEG-RAFF EXECU- TORS OE SAID GEORGE WESTINGHOUSE, DECEASED COMBUSTION-ENGINE.

a specification.

This invention relates to combustion motors but more particularly to a motor in which motion is imparted to the impulse receiving element by a charge of hydrocarbon oil which may or may not be combined with air prior to being introduced into the combustion chamber, for under some conditions the pure air remaining in the combustion chamber after scavenging will be sufiicient to support combustion. The charge is introduced generally when the piston has reached about the limit of its in-stroke and started on its outward stroke and it may be ignited by any desired means as, for example, a spark resulting from a properly arranged electric circuit and spark plug or by a heated metal part or parts adjacent to or within the cylinder.

One of the objects of my invention is to provide means whereby the cylinder containing the combustion chamber will be properly scavenged between the ignition of each charge and the introduction of a new one.

Another object of the invention is to provide means whereby the scavenging means will be actuated directly by the impulse receiving piston in the particular cylinder to be scavenged.

The figure in the drawing is a sectional view through one of the ignition cylinders and one of the scavenging cylinders of the engine.

The cylinder of a gas engine constructed in accordance with my invention is shown as comprising an inner shelll surrounded by a jacket 2 to form a water'space 3. This water space may be supplied from a suitable source of supply so that the heat absorbedby the walls of the shell 1 will be carried off by the water. Each cylinder is also provided with an inlet port not shown in the figure for the reason that it is in the plane of the spark plug 4 and immediately behind it. Each cylinder 1 is also provided with an exhaust port 5 which exhaust port, or in the event of a multi-cylinder engine, all the exhaust ports may communicate with Specification of Letters Patent.

Patented July 2'7, 1915 Application filed June 18, 1910. Serial No. 567,617.

the exhaust conduit to'which a muflier may be secured if desired; At the upper end of eachcyhnder 1 isa port or opening 6 communicating with a superposed scavenging cyllnder 7 having communication with atmosphere at its upper extremity through the port openings 8 and each scavenging cylinder 7 may be provided with a jacket 9 to form an air space 10 which is adapted to communicate with the interior of the cylinder 7 through the port openings 11. In the cylinder 1 is shown a piston 12 which may be connected to the crank of the crank shaft of the engine by a connecting rod 13. The piston 12 is provided at one end with a hollow rod 14 which extends into its scavenging cylinder 7 and carries at its uppermost extremity a piston 15 here shown as being in the form of a frustum of a cone and secured to the hollow rod 14 by a suitable device, as for. example a nut 16. The

piston 15 is provided with a plurality of openings 17 preferably adjacent to the openings 8 and each piston is shown as having internally secured to it a ring 18 which comprises a shoulder or seat for the frustum shaped valve 19 which on the upward movement of the piston 15 will be seated upon the seat or ring 18 so that air may be admitted into the cylinder 7 by passing through the openings 8. and 17 and which on the downward movement of the piston 15 will fitsnugly against the under face of the piston 15 and thereby closesaid openings 17. As previously stated, the rod 14 is hollow and extending within this rod 14 is a Water tube 20 communicating with the inlet pipe 21 and the outlet pipe 22 through which water may pass from any suitable source. The tube '20 extends to a point adjacent the face of the piston 12 so that heat from the piston 12 will be carried off by the water in the tube 20 and out throu h the pipe 22. Loose upon the hollow r05 14 is a valve 23 the stem of which is provided with packing 24 around said stem 14, said packing being lubricated from a suitable source through a port 25 in a pump in block 26 and in communication with a suitable oil ump and reservoir through apassage 27 in the block through the circular conduit 28 in the cylinder head here shown as being formed at the junction of the cylinder 1 and the cylinder 7 and having an outlet 29 which communicates with a pipe 30 having ball and socket connections 31 and 32 within the jacket 2 and the packing 24 respectively. By reference to the drawing, it Will be seen that the rod is articulated at 31, one end 32 being free to move with the valve 23.

33 is a disk having a plurality of fingers 34 which are adapted to limit downward movement of the valve 23 when the shoulder 35 comes in contact with them, said fingers 34 having enough resilience to counteract the downward movement of the valve 23 and cause a reaction or upward movement to be imparted thereto. The piston 12 may be packed by any suitable packlng, as for example the packing designated by the reference numeral 36, and if desired, oil packing may be used as shown at 37 by providing annular grooves in the wall of the cylinder 1 so that said grooves connect with each other, as for-example through the passage 38, and feeding oil to said grooves through an inlet pipe 39 having communication with any suitable source of oil under pressure.

Upon the ignition of the charge an outward movement will be imparted to the piston 12. When the piston head reaches the exhaust port 5 so as to uncover it, the expanding gases will pass through the port 5 causing a difference in pressure between that which is in the combustion chamber of the cylinder 1 and that which is in the scavenging chamber 7. This difierence in pressure will cause the valve 23 to open and allow air from the cylinder 7 and the chamber 10 to pass throughthe opening 6 into the combustion chamber of the cylinder 1 and pass out through the exhaust 5 so as to scavenge the cylinder 1. As the valve 23 opens, it will come in contact with the fingers 34 which being resilient will allow the valve to open only momentarily and cause it to again close. This valve will be further seated upon the return movement of the piston 12 which will cause the pressure in the cornbustion chamber to exceed that in the scavenging cylinder 7. It is to be understood, of course, that as the piston 12 moves outward, that is, on its impulse receiving stroke, the piston 15 is carried with it and tends to compress the air Within the scavenging cylinder 7 and the scavenging chamber 10. In explanation it may be stated that the pressure in the combustion chamber will initially keep the valve 23 closed. When ignition of fuel takes place the pressure will be exerted in all directions so the valve will remain closed until the piston opens the ex haust port 5; then the valve 23 will be unseated momentarily and be immediately reseated by the fingers 34. As the piston 12 starts on its in-stroke as soon as the valve 23 is reseated, it (the valve 23) will remain seated until the port 5 is again uncovered. The chamber 10 is what might be termed an auxiliary chamber for the cylinder 7, inasreceivingpiston located within receiving piston therein,

much as it enlarges the capacity of the casing surrounding the piston 15 and avoids the necessity for unduly lengthening the cylinder 7 so as to provide the requisite volume of air for scavenging.

Having thus described my invention, what I claimis:

1. In a combustion engine, a cylinder having inlet and exhaust ports, an impulsesaid cylinder, a scavenging cylinder adjacent to the first mentioned cylinder, a part projecting from the piston and into said scaven ing cylinder, and a valve slidably mounte on the part and actuated by the difference in pressure between the cylinders for establishing communication between the two cylinders.

2. In a combustion engine, inder, a scavenging cylinder communicating with the working cylinder, a pressure-controlled valve located between the cylinders for controlling communication between them, and means for causing the pressure in the scavenging cylinder to periodically preponderate over the pressure in the Working cylinder and to open said valve.

3. In a combustion engine, a cylinder having inlet and exhaust ports, an impulse receiving piston therein, a scavenging cylinder, the bottom wall of the scavenging cylinder being the head of the first named cylinder above the first mentioned cylinder, a compressor piston connected to the first mentioned piston and a valve normally closing an opening between the two cylinders, said valve being dependent for its movement upon differences in pressure in the two cylinders. v

4. In a combustion engine, a cylinder having inlet and exhaust ports, an impulse a scavenging cylinder above the first mentioned cylinder, a stem on the piston, a piston in the scavenging cylinder and connected to the stem, a valve normally closing communication between the two cylinders, and loose on the stem.

5. In a combustion engine, a cylinder having inlet and exhaust ports, ,an impulse receiving piston therein, a scavenging cylinder above the first mentioned cylinder, at stmu on the piston, a piston in the scav' enging cylinder and connected to the stem, a valve normally closing communication between the two cylinders and loose on the stem, and means for lubricating said valve about the stem.

6. In a combustion engine, a cylinder having inlet and exhaust ports, an impulse receiving piston therein, a scavenging cylinder above the first mentioned cylinder, a stem on the piston, a. piston in the scavenging cylinder and connected to the stem, a

a working cyla working piston within the cylinder,

menace valve normally closing communication be= tween the two cylinders and loose on the stem, and means for lubricating said valve comprising a pipe loosely connected to the cylinder so as to permit it to swing, the other end of the pipe being connected to the valve.

7. In a combustion engine, a cylinder having inlet and exhaust ports, an impulse receiving piston therein, a scavenging cylinder above the first mentioned cylinder, a stem on the piston, a piston in the scavenging cylinder and connected to the stem, a valve normally closing communication between the two cylinders and having movement with respect to the stem, and means for lubricating the valve and having an articulated pipe connected to the cylinder and in communication with an oil port in the cylinder and with the valve.

8. In a combustion engine, a cylinder, an impulse piston in the cylinder, a scavenging cylinder adjacent to the first mentioned cylinder, a perforate piston in the scavenging cylinder and connected to the first mentioned piston and a valve plate carried by the last mentioned piston to cover said perforations.

9. In a combustion engine, a cylinder, an impulse piston in the cylinder, a scavenging cylinder adjacent to the first mentioned cylinder, a perforate piston in the scavenging cylinder and connected to the first mentioned piston and a gravitating valve plate carried by the last mentioned piston to cover said perforations.

10. In a combustion engine, a cylinder, an impulse piston in the cylinder, a scavenging cylinder adjacent to the first mentioned cylinder, a perforate cone-shaped piston in the scavenging cylinder and connected to the first mentioned piston and a valve plate carried by the last mentioned piston to cover said perforations.

11. In a combustion engine, a cylinder, an impulse piston in the cylinder, a scavenging cylinder adjacent to the first mentioned cylinder, a perforate cone-shaped piston in the,

scavenging cylinder and connected to the first mentioned piston and a gravitating valve plate carried by the last mentioned piston to cover said perforations.

12. In a combustion engine, a combustion cylinder, a working piston within said cylinder, a scavenging cylinder communicating with the working cylinder, a scavenging piston located within the scavenging cylinder and mounted on a rod secured to the working piston, an inlet valve carried by said scavenging piston for delivering air to the compression end of the scavenging cylinder, and avalve for controlling communication between said cylinders' 13. In combination in an internal combustion engine, a working cylinder, a piston op erating therein, a scavenging cylinder, a scavenging piston located therein, a valve mounted on the scavenging piston for controlling the delivery of air thereto, and a valve for controlling communication between said cylinders responsive in operation to the differences in pressure existing in said cylinders. I

14. In a combustion engine, a working cylinder, a working piston within the cylinder, a scavenging cylinder located adjacent to the working cylinder, a valve for controlling communication between said cylinders through a port formed in the working cylinder, said valve being positively actuated by the working piston to close the port and pressure actuated to open the port.

15. In a combustion engine, a working cylinder, an axially alined scavenging cyl inder communicating with the working cylinder through a port formed in the head of the working cylinder, a working piston located within said working cylinder, a scavenging piston located within the scavenging cylinder, a rod connecting said pistons and extending through said port, a valve slidahly mounted on said rod and movable longitudinally therewith, and stops. for limiting the motion of the valve relatively to said port.

16. In a combustion, engine, a working cylinder, a working piston located within said cylinder, a scavenging cylinder communicating with the working cylinder, a scavenging piston located within the scavenging cylinder and positively connected to the working piston, an inlet valve carried by the scavenging piston for delivering air to the compression end of the scavenging cylinder through the piston, and a valve actuated by said pistons and controlled bythe preponderance of pressure within the said cylinders for controlling communication between said cylinders.

17. In combination in an internal combustion engine, a working cylinder, a piston operating therein, a scavenging cylinder, a piston operating therein, a pressure responsive valve for controlling communication between said cylinders, and a spring stop for limiting the opening movement of said valve and for returning the valve to the closed position.

In testimony whereof, I have hereunto subscribed my name this 15th day of June, 1910.

are. wnsrruenousn Witnesses:

C. W. liIcGnnn, E. W. MoCALLIsrnR. 

